Internal-combustion engine



F. MDLER INTERNAL coMBUs'rIoN 'ENGINE m L @MA Origlnal Flled July 16.1920 "Nov. 1925 fla/.v

Patented Nov. 17, 1925.

' UNITED STATES FRANZ Minima, ornnnLm,

'i-IoN, or CLEVELAND, omo,

GEBIANY, ASSIGNOB'TO ENGINE CORPORA- A CORPORATION OFVLIIAB'YLAND'. -V IINTERNAL-connus'rxou ENGINL' ff origiiiai appiieaiion mea July is, 192e,serial no. 396,870.. niviaea ami iiii application nica november f 2s,i924. semi 110,752,185. v y

(sauren Unniia rim rnovisi'ons or riir. aci' orkanen. a, `1921,41 sur.L., isis.)

T all whom it lmay concern;

Be it known that I, FRANZ MDLER, a citizen of Germany, residing at 21Emserstrasse, Berlin W., Germany, have invented 5 certain new and usefulImprovements in Internal-Combustion Engines (for which I have filed.applications as follows: Germany, Sept. 26, 1918; Germany, vMay 20,.1919; Germany, June 20,1919; Germany, .10 Oct. 24, 1919; Germany, Oct.24, 1919; Germany, Apr. 17, 1920; Germany, April 17, 1920; Germany, Jan.31, 1921; Germany, Jan. .31, 1921; England, June 15, 1920; England, June18, 1920; England, une 18, 1,5 1920; En land, July 5, 1920; Austria,June 8, 1920; witzerland, June 12, 1920; Denmark, June 19, 1920;Czechoslovakia, June 21, 1920; Sweden, June 25., 1920; Poland, June 28,1920; Finland, June 30, 1920; Italy, June 30, 1920; Norway, June 80,1920; Belgium,'July 2, 1920; Holland,'July 5, 1920; Spain, July 8, 1920;Hungary, July 9, 1920; Canada, July 10, 1920; France, July 10, 1920;Portugal, July 10, 1920;. Australia, 2" Aug. 23, 1920), of which thefollowing is al specification.

My invention is for a new and improved internal combustion engineparticularlyadapted for heavy fuels containing non- This invention findsspivolatile matter.

cial application in. two-cycle engines, though not limitedthereto.

In my new engine I utilize the high pressure and temperature of a verysmall proportion of the combustion gases in the working cylinder tovaporize a fuel charge in'.

an auxiliary chamber. The vaporized fuel is held in the closed chamberunder high pressure until released :atthe proper mo- 40 ment 'forinjection intothe air charge of the main cylinder. Particles Vofnon-volatile matter in the fuel adhere to the walls of "the chamber .ormay otherwise be trapped therein.

In order to explain the principlesl of in`y invention, I havediagrammatically illustrated a two-cycle engine in the accompanyingdrawings. For the sake of clearness and simplicity, parts of an engineas are necessary in a/idetailed description of my invention, it beingevident that all such other mechanical dethe cylinder,

I have shown` vonly such Passages a valve 9. I would have it understoodthat tails as govt-o make up a complete engine are within the skill ofthe engineer.

In the drawings which form part of this specilication, y i

Fig. 1 illustrates, more or less diagrammatically, a longitudinalcross-section of a two-cycle engine embodying my invention, the positionof the mainpistonbeing just after the moment of firing; i

Fig 2 is a view similar to Fig. 1, the position of the parts beingapproximately at the -moment when the fuel charge is injected into theair charge in the main cylinder.

The main cylinder 1 has a reciprocable working piston 2, which isconnected to the crank-shaft `in the usual way. Air lis admitted intothe cylinder through a valve 3 of any practical" construction andactuated through skilled in the art. The -exhaust gases escape from themainA cylinder through ne or more exhaust ports 4, connected to ttheopenj air through an exhaust pipe.

A small auxiliar chamber 5, of correct design, size and s ape, isattached to or otherwise operatively connected with the main cylinderfor the reception offa very small .portion of combustion gases from theinterior of the main cylinder during the firing stroke. In practicalexperience it has been found that the volume of the vauxiliary chamberwill only be a small fractional ortion of the' working' volume of the`main cylinder, depending in each instance upon such factors as the typeand amount of fuel used, compression ratio of theen ine, and. thepressure and temperature lo the ex losion. In the drawings, I have shownt e chamber .5 screwed onto a projection v6 extending yfrom the head ofbut any other suitable sup ort for .the chamber may be emplloyed..chamber 5 has anopening at t by a removable screw-plu 5 for access tovlthe chamber when desire The auxiliary chamber 5 communicates withthemaincylinder through channels or 'Z and 8 which are controlled byvalvev 9 represents any practical form of i suitable mechanical meansfrom .the cam-shaft. The operation and timing of valve 3 will beunderstood by thosev he y e top closed valve for controlling theconnections between a spring v1() which normal the Aauxiliary chamber 5and the main' cylinderl 1. Valve 9 may be operated and timedb anysuitable means; In the draw-v of illustration,

ings I ave shown, by wa ytends to open the valve 9. A second spring 10is used to' close the valve 9 when compressed to a shown in Fig. 1.Either depression :13 or greater strength than spring 10 by camshaft 12through roller 15 operating the valvetappet The camshaft-12, suitablydriven from the crank-shaft, has cams 13 and 14 properlyarrangedthereon. As

long'as the roller 15 runs on the neutral `rtion of cam-sha`ft 12, thevalve 9 is held closed by the compressed spring 10', as

14 allows the valve to open by releasing the pressure on spring 10 sothatspring 10 willk open the valve, as illustrated in F1 2.

Fuel is admitted into channel 7 t rough an inlet 17, adapted to Abeconnected to a Y so ` 17 and de suitable source of fuel sup ly. A properquantity of fuel is admitte through inlet 17 and is depositedapproximately at the point 18 in passage 7. It will be understood thatfuel inlet 17 is provided with a suitable check-valve' to close thispassage when the combustion gases carry the de sited.- fuel intoauxiliary chamber 5, as wi pres entl be explained.

T e operation of my invention is as follows:

Let us suppose 'that a metered amount of fuel has been pumped throughfuel inlet sited in the space 18 ofchannel '7 during t e compressionstroke of the main piston. The valve 9 is closed during the ,compressionstroke, and is opened ata Vtime when the combustion gases 1n `theworking cylinder have reached the desired pressure and temperature, sothat a very small por-y tion of these gases enters the` .chamber 5through lthe connecting channels 8 and 7.

This portion of the gases rushing into the chamber 5 vcarries thedeposited fuelrin space 18 along. Owing to the pressure, temperature andvelocity of the combustion gases as theyrush into chamber 5, the fuel isimmediately vaporized, and any particles conunderlying features ofexhaust portf'4 are closed. Then the valve 9 is again oplened, so thatthe prepared gase-4 the combustion ous fuel rus es out under its ownhigh pressure into the air charge in the main cylin-"v der. Thetemperature and pressure'at whichf (gases enter the auxiliary u on thetiming of valveA chamber 5 depen l 9. This valve may e openedat amomentwhen the combustion gasesvin the workingI ling the Working cylinder.

vof

,the sub'ec't vmatter of my co-pending app highest temperatureand-pressu're,`or` at any other desired moment. l Y a i f MThis method:is'particularlysuitable for vheavy oils containing large amounts vofnonvolatile residual matter, because' any particles of thefu'el whichcannot. befvaporized impinge `on the walls of the chamber -5,/ wherethey 'adhere and may later-[be ref iiioved.` In this way, solidparticlescontained in the fuel are prevented frein"enter,

Ihe fuel, instead of being stored -in channel 7, may be injecteddirectly intojfchamberl 5. This injecting is vdone throughany suitableopening and byany suitable means.

The factors which enter into'co'nsideration in determining the volumeand design of :I chamber '5- also to some extent govern the timing ,ofvalve 9 for the 4admission of the 85 combustion gases from theworkingcylinder into the auxiliary chamber. i

To start the engine, van easily vaporized fuel is used. i After theignition of this easily gasifiedj fuel and j air mixture jhas `takenplace, the hotv high-pressure combustionl gases take v up the-preparation of thev normal fuel, as' previously described. However,fby 'keepingthe chamber 5 at a suicient temperature, it is possible to starto'n thefuel that the engine normally uses. v

For ythe sake of simplicity, I have shown only a single cylinder in thedrawings, but it is obvious that my invention is applicable to internalcombustion engines having a plurality of vworking cylinders.'l Also,each working cylinder may have more than one auxiliary chamber, so thatfwlien one chamber 4is disconnected for cleaning or re- 105 pair,another chamber may be put into operation without interfering with therunning ofjthe engine.

Although I have' herein shown and der scribed a specific construction, Iwantit understood that I have done. so merely to explain my invention.The engine shown in the drawings is to be regarded as illustrative of myinvention, and not by way of limitation or restriction. It isobviousthat the my invention may be mechanically embodied iii various forms engines .without departing from the defined in the apscope of theinvention as yI make no method claims in this applicaforth forms lirialNumber 396,870, filed July 16,

tion, for the method herein set cation 1920,of'whichthis apparatus caseis a con- 125 tinuation or division.

I claim as my invention;

Y1. In'in internal combustion engine, a working cylinder, asmallauxiliary chamber arranged to communicatewith the in.130`

tcrior of said cylinder, normally closed valve mechanism for controllingsaid comiiiunica-t-ion, means for momentarily -epei'- ating said valveinecli'anisiii lo admit couibustiongases under high temperature andpressure from the main cylinder into the auxiliary chamber, means fordepositing a charge of fuel in the path of said gases whereby said gasesvaporize the fuel in said chamber, said chamber being lield positivelyclosed by said valve mechanism after the combustion gases and fuel areadmitted therein, so that said combustion gases and vaporized fuel areretained in said chamber -under high temperature and pressure, means foradmitting an air charge into the main cylinder, and means foroperatively operating said valve mechanism to momentarily opencommunication between theY auxiliary ciamber and the main cylinder forinjecting the vaporized fuel from the auxiliary chamber into the aircharge in the main cylinder.

2. In an internal combustion engine, a working cylinder, a smallauxiliary chamber arranged to communicate with the intei'ior of saidcylinder, normally closed valve mechanism forcontrolling saidcommunication, means for momentarily operating said valve mechanismapproximately at a time when the'combustion gases in the main cylinderreach the desired temperature and pressure, so that a very smallproportion of these combustion gases enters the auxiliary chamberthrough said communication, means for depositing a charge of fuel in thepath of said gases, whereby said gases vaporize the fuel in saidchamber, said chamber being held positively closed by said valvemechanism aftcrtlie combustion gases and fuel are admitted therein, sothat said combustion gases and vaporized fuel ,are retained in saidchamber under high temperature and pressure, means for filling the maincylinder with a predetermined volume of air charge at a pressure belowthat in the auxiliary chamber, and means for positively operating saidvalve mechanism to momentarily open communication between the auxiliarychamber and the main cylinder for injecting the vaporizcd fuel from theauxiliary chamber into the air charge in the main cylinder. s

3. In an internal combustion engine, a main cylinder provided with aworking piston, an auxiliary chamber communicating with said cylinderand arranged to receive combustion gases from the main cylinder underhigh temperature and pressure, means for subjecting a fuel charge to theaction of said gases which vaporize the volatile particles of the fuelin said chamber, means for fillin the main cylinder with an air charge,positively acting valve mechanism for retaining the vaporized fuel andcombustion a small auxiliary chamber constructed and arranged to receivecombustion gases from the main cylinder under high temperature andpressure, a single passage through which said chamber communicates witha source i of fuel supply, means for supplying a fuel charge throughsaid passage into the'path of said gases, whereby said gases /vaporizethe fuel in said chamber, and positively controlled means for retainingthe vaporized vfuel in said chamber under high. pressure preparatory toinjection into the air charge 1n the working cylinder.

In an internal combustion engine, a

working cylinder provided with an auxiliary chamber arranged tocommunicate therewith, a. single passage through which said chambercommunicates with a source of fuel supply, means for supplying a fuelcharge through said' passage andA depositing the saine in apredetermined position, controllable mechanism for admitting combustiongases from the working cylinder into said chamber at a moment whenapproximately the required pressure and temperature exist in the Workingcylinder. said fuel charge being so deposited that it is lcarried bysaid combustion gases into the auxiliary chamber and vaporized, saidmechanism positively closing off the auxiliary chamber from the maincylinder and the source of fuel supply to retain the vaporized fuel insaid chamber under high temperature and pressure, means for filling theworking cylinder with an air charge, and means for positively actuatingsaid mechanism to release said combustion gases and vaporized fuel inthe auxiliary chamber, whereby said combustion gases inject thevaporized fuel into the air charge in the working cylinder.

6. As a means for separating non-volatile solid particles from the fuelcharges of iiiteriial combustion engines operating on fuel oil, a smallauxiliary chamber constructed and arranged to be filled with combustiongases from the Working cylinder under high temperature and pressuremeans for subjecting a fuel charge to the action of such ases whichvaporize the volatile portions of the fuel in said chamber, and meansfor positively retaining said combustion gases and vaporized fuel underhigh pressure and temperature in said chamber and subsequently releasingsaid gases and xaporized portions of the fuel for injection into an aircharge in the Working cylinder., the nonvolatile solid particles of fueladhering to the walls of said chamber and being thus positivelyprevented from entering the working cylinder or returning to the sourceof fuel supply.

7. In an internal combustion engine operating on fuel oil, a maincylinder provided with a working piston, an auxiliary chamber arrangedto communicate with Said cylinder, a single passage through which saidchamber communicateswith a source of fuel supply. controllable mechanismfor admitting colnbustion gases from the Working cylinder into saidchamber at a moment when approximately the required pressure andtemperature exists in the working cylinder, means independent of theaction of essaies said gases for supplying a fuel charge into the path0i said gases, whereby said gases Vaporize the supplied fuel charge insaid chamber, said mechanism positively closing off the auxiliarychamber from the main cylinder' and the source of fuel supply to retainthe vaporized fuel in said chamber under high pressure and temperature,means for filling the Working cylinder with an air charge, and means forpositively actuating said mechanism to release said combustion `gasesand vaporized fuel in the auxiliary chamber, whereby said combustiongases inject the vaporized fuel into the air charge in the workingcylinder',r the nonvolatile particles of fuel being retained in saidchamber.

In testimony whereof, I afiix my signature this 24th day of October,1924i.

FRANZ MDLER.

